Vehicle tie-down device

ABSTRACT

A vehicle tie-dow device comprising a carriage adapted to be locked in longitudinally adjusted position on a rail extending lengthwise of the deck of a transport, such as a rail car. The carriage has a rotatable shaft upon which is wound a chain adapted to engage ad hold a vehicle. The shaft has a lug normally preventing it from being withdraw from the carriage, but the shaft may be tilted to clear the lug ad permit the shaft to be withdrawn or inserted. A ratchet gear ad pawl are provided for preventing shaft rotation in one direction. The pawl has a tab overlying the gear to prevent accidental withdrawal of the shaft when the gear is engaged by the pawl. A sprig pressed lock pin on the carriage secures the carriage to the rail.

States Peisner et al. 1 July 4, 1972 [54] VEHICLE TIE-DOWN DEVICE3,120,375 2/1964 Haynes ..l05/368 T [72] Inventors: Israel E. Peisner,Huntington Woods; gt T et 1 George H Stol, Berkley; Eugene D. 33819255/l968 "105/369 A Glbraltar, n of Mich. IgUC l [73] Assignee: Whitehead& Kales Company, River P i E i -m y E, H ffman Rouge, Mlch-Attorney-Whittemore, Hulbert & Belknap [22] Filed: May 7, 1970 [57]ABSTRACT [2!] Appl. No.: 35,498

A vehicle tie-dow device comprising a carriage adapted to be locked inlongitudinally adjusted position on a rail extending A, 105/368 Tlengthwise of the deck of a transport, such as a rail car. The [51] Int.Cl. t ..B60P 7/08, 361d 45/00 carriage has a rotatable Shaft upon whichis wound a chain [58] Fleld 01' Search ..106/368 T, 369 A; 280/1791;adapted to engage ad hold a vehicle. The Shaft has 8 lug 248/361 R mallypreventing it from being withdraw from the carriage, but 6 R f the shaftmay be tilted to clear the lug ad permit the shaft to be [5 1 e genuswithdrawn or inserted. A ratchet gear ad pawl are provided for UNITEDSTATES PATENTS preventing shaft rotation in one direction. The pawl hasa tab overlying the gear to prevent accidental withdrawal of the3,158,108 11/1964 A shaft when the gear i engaged the pawL A prigpressed 3,564,577 /1 Blunden et m-l05/369 A lock pin on the carriagesecures the carriage t0 the rail. 3,507,471 4/1970 Haynes, Jr. et al......l05/368 T 3,038,740 6/1962 Blunden ..l05/368 T 14 Claims, 8 DrawingFigures 6 I L L, I a I 1 1 L 1 1 r' ?:i

l T *t' t 2 7 1 O 30 I p? f *49; 7 l l v T T 'F T 27% h \\\l7\\\\1\1\\\\f\\\\\\\1 X\\\\ I 1 I 20 4 J4 4 9 5 6g 4 f e a VEHICLE TIE-DOWNDEVICE SUMMARY OF THE INVENTION One object of this invention is toprovide an improved tiedown device so constructed as to facilitate theinsertion and withdrawal of the shaft, but at the same time preventaccidental withdrawal of the shaft.

Another object is to provide an improved tie-down device in which theshaft may be withdrawn with the tie-down chain attached. This issometimes done in order to change or replace the chain.

Another object is to provide a tie-down device in which the shaft iscapable of being tilted to facilitate insertion and withdrawal.

Another object is to provide spaced bearings for the shaft, and a lug onthe shaft normally blocking withdrawal thereof, one of the bearingsbeing relieved so that the shaft may be tilted enough to permit the lugto clear the other bearing, so that the shaft may be withdrawn whiletilted.

Another object is to provide a tie-down device in which the relievedbearing is enlarged and preferably flared at one side to permit theshaft to be tilted during insertion and withdrawal.

Another object is to provide a ratchet and pawl for controlling therotation of the shaft, and a tab on the pawl to prevent accidentalwithdrawal of the shaft.

Another object is to provide a tie-down device having an improved lockpin and handle construction.

Another object is to provide an improved tie-down device which isdesigned especially for tying down vehicles having extremely lowclearance.

Other objects and features of the invention will become apparent as thedescription proceeds, especially when taken in conjunction with theaccompanying drawings, wherein:

FIG. I is a fragmentary top plan view of the deck of a transportequipped with tie-down structure embodying our invention, and showing bydotted lines the positions of four ground engaging wheels of one vehiclesupported upon the deck.

FIG. 2 is an enlarged fragmentary top plan view of tie-down structureembodying our invention with parts broken away and in section, the pawlbeing shown engaged in solid lines and released in dot-dash lines.

FIG. 3 is a side elevational view with portions of the rail broken awayand in section to more clearly illustrate the carriage of FIG. 2.

FIG. 4 is a view partly in section and partly in elevation takensubstantially on the line 4-4 in FIG. 3.

FIG. 5 is a view partly in section and partly in elevation takensubstantially on the line 5-5 in FIG. 3.

FIG. 6 is a fragmentary sectional view of a portion of FIG. 3, showingthe shaft in normal operative position in doted lines and tilted forremoval or installation in solid lines.

FIG. 7 is a fragmentary sectional view taken substantially on the line7-7 in FIG. 3.

FIG. 8 is similar to FIG. 6 but illustrates a modification.

Referring now more particularly to the drawings, A is a longitudinallyextending elongated substantially flat horizontal deck of a transport,such for example as a railroad flat car, B are stationary mainsupporting channels or rails disposed in laterally spaced substantiallyparallel relation to each other and extending throughout substantiallythe entire length of the deck, and C are carriages that are within themain rails B at longitudinally spaced points thereof and areindividually adjustable lengthwise of the rails.

Preferably the area of the deck A is such that it is capable ofsupporting thereon in tandem several vehicles of various sizes, i.e.,vehicles having different lengths and/or widths. In the presentinstance, there is shown in FIG. 1 an outline of four ground-engagingwheels D of one of the vehicles mentioned.

The parallel main supporting rails B are rigidly secured to and serveeffectively as reinforcements for the supporting deck A to prevent suchdeck from bending or buckling under the load of the vehicles thereon.Such main supporting rails B also serve as guides for the vehicles whilethey are being loaded onto or unloaded from the supporting deck A.

The adjustable carriages C are slidable lengthwise of and are supportedby the main supporting rails B. Preferably, four adjustable carriages Care provided for tying down each vehicle and are arranged intransversely aligned pairs at longitudinally spaced points of the mainsupporting rails B (see FIG. 1

Each adjustable carriage C includes a frame 10, a vertical stub shaft12, a ratchet gear 14 secured to the upper end of the stub shaft 12, aratchet pawl 16 adapted to engage the teeth of the ratchet gear andprevent rotation of the ratchet gear and stub shaft in one direction,and a transversely extending lock pin 18.

The carriage frame 10 comprises a body or casting 20 and a low, flat,horizontal top wall or plate 22. The body or casting 20 is an elongatedmember having a bottom wall or base 24 and laterally spaced upstandingportions 26 at one end which have flat horizontal top surfaces 28connected by a bridge 29. The body 20 has a laterally extendingupstanding portion 30 at the opposite end which has a flat horizontaltop surface 32 in the plane of the top surfaces 28. The plate 22 restsupon the top surfaces 28 and 32 of the upstanding portions 26 and 30.Means such as the cap screws 34 which thread into the upstandingportions 26 secure the plate 22 to the body 20.

The vertical stub shaft 12 is disposed in the space between the topplate 22 and the base 24 of the body 20 and has its ends journaled forrotation in the holes or bearings 40 and 42 in the top plate and in thebase. The shaft is of circular cross section although tapered slightlyfrom top to bottom.

The upper bearing 40 is circular. The shaft 12 has an enlarged circularcollar 41 at the upper end which is closely received and journaled forrotation in the bearing 40.

The lower bearing 42 is of arcuate or circular form throughoutapproximately This arcuate portion is designated 43 in FIG. 7 and isdisposed toward the end of the carriage having the bridge 29. The lowerend of shaft 12 is closely received and journaled for rotation in thearcuate portion of the bearing 42. The opposite side of the bearing 42,that is the side adjacent to the end of the carriage having the lock pin18, is enlarged where indicated at 44 (see FIG. 7) and the upper portionthereof is flared outwardly and upwardly as indicated at 46. Theenlarged and flared portion of the lower bearing 42 permits the shaft 12to be tilted as seen in FIG. 6 and as described more fully hereinafter.

A longitudinally extending rib or lug 48 on the stub shaft 12 beneathplate 22 prevents the stub shaft from being lifted vertically out of itsbearings. However, the enlarged and flared portion 44,46 of the lowerbearing 42 permits the shaft 12 to be tilted to the solid line positionof FIG. 6 so that the lug 48 will clear the upper bearing 40, permittingthe tilted shaft to be withdrawn upwardly through the upper bearing 40and separated from the carriage as described more fully hereinafter.

To accomplish this, the shaft must be rotated so that the lug 48 facestoward the end of the carriage having the bridge 29 under which thechain extends. Preferably the lug 48 at this time is on the longitudinalcenter line of the carriage, but it may lie within approximately a 30are, 15 on either side of the longitudinal center line, and still clearthe upper bearing hole 40 when the shaft is tilted as in FIG. 6. Thegear 14 has a mark 47 on its top surface which is aligned with a mark 45on top plate 22 when lug 48 is on the longitudinal center line of thecarriage facing the bridge 29.

The stub shaft 12 has a vertically extending transverse slot 49 forreceiving the end of a flexible linear element, here shown as a linkchain 50, used in tying down the vehicle on the deck of the transport.As shown, the end link 52 of the chain is extended into the slot 49, anda retainer pin 54 extending across the slot 49 and secured in suitableholes in the stub shaft 12 extends through the end link 52 to secure theend of the chain. The opposite end of the chain has a hook 56 adapted toengage in a suitable opening in the frame E of the vehicle. The chainextends from the stub shaft 12 through a tunnel 57 between theupstanding portions 26 and beneath the bridge 29 at one end of thecarriage.

The ratchet gear 14 is integral with or secured to the upper end of stubshaft 12 above collar 41 so as to rotate in a horizontal plane. Theratchet gear 14 overlies plate 22 and has a raised central circular boss58 provided with a polygonal slot 59 which is adapted to receive asuitable crank for rotating the ratchet gear and winding up the linkchain 50 on stub shaft 12. The pawl 16 prevents rotation of the ratchetgear 14 and hence the stub shaft 12 in one direction. The ratchet pawlis secured on the top of plate 22 in the same horizontal plane as theratchet gear 14, being pivoted to the top plate for rotation about avertical axis on the upper, enlarged cylindrical portion 61 of the screw62 which threads into the upstanding portion 30 of body 20.

The pawl 16 has a recessed bottom surface 64. A spring 68 disposed inthe recess 64 and extending around the enlarged portion 61 of screw 62has one bent end extended into a hole 70 in the top plate 22 and theother bent end extended into a hole 72 in the pawl 16. Thus consideringFIG. 2, the pawl is urged counterclockwise into engagement with theteeth of the ratchet gear 14, preventing the ratchet gear from rotatingclockwise but permitting counterclockwise rotation thereof.

The pawl 16 has a tab 66 which may be integral with the pawl. The taboverlies the gear 14 when the pawl is engaged with the gear teeth andalso continuously during ratcheting when the pawl passes over the gearteeth, preventing accidental upward withdrawal of the gear. The topsurface of the tab is flush with or in the plane of the top surface ofthe pawl. The top surface ofthe boss 58 on gear 14 is in the same plane.Hence the boss protects the pawl from being struck and accidentallyreleased by the undercarriage of a moving vehicle, which might happen ifthe vehicle should be stopped suddenly causing its undercarriage to dip.

Thetab 66 does not interfere with ratcheting of the gear to tighten thechain. However, the tab will prevent the shaft 12 from lifting upaccidentally as, for example, when the tool is removed from slot 59 inthe gear after ratcheting.

The lock pin 18 is an elongated cylindrical member which extendstransversely of the carriage and is mounted on the carriage for rotationand for axial sliding movement. The casting 20 has a pair of alignedlaterally outwardly extending bosses 76 which project from theupstanding portion 30 at one end of the body 20. The end portions of thelock pin 18 are slidably and rotatably received in aligned cylindricalpassages 78 in the bosses 76 and the intermediate portion ofthe lock pinextends across the cavity 80 within the upstanding portion 30.

A handle in the form of a transverse pin 82 is secured to anintermediate portion of the lock pin 18 and extends through an elongatedtransverse slot 84 in the rear wall of the upstanding portion 30. A coilspring 86 encircles the lock pin and is compressed between the handle 82and an interior side wall 88 of the cavity 80 so as to urge the lock pin18 to its extended position as viewed in FIGS. 2 and in which handle 82engages the end of the slot. The slot 84 will be seen in FIGS. 2 and 5to be generally T-shaped having an intermediate offset detent portion 90for receiving the handle 82 when the lock pin is retracted and rotated,thereby retaining the lock pin in retracted position. It will beunderstood that lock pin 18 may be extended in the opposite direction bymerely assembling the coil spring 86 on the lock pin between the handle82 and the opposite interior side wall 91 of cavity 80. The opposite endof slot 84 would then, of course, determine the limit of movement of thelock pin to its extended position.

The handle 82 extends through a transverse hole in lock pin 18 The innerend of the handle is formed with a recess 85 to facilitate the spreadingor expansion of the inner end after the handle is inserted through thehole in the lock pin. A collar 87 on the handle limits the insertionofthe handle. The expanded inner end of the handle and the collar securethe handle to the lock pin. The handle has an enlarged knob 89 on itsouter end for convenience of manipulation.

Referring again to the rails B, each rail has parallel upstanding sidewalls 92 and 94. The outer side wall 92 has a series of equally spacedholes 96 formed along the length thereof, The lock pin 18 is ofaslightly smaller diameter than holes 96 so as to be free to enter anyone of the holes (see FIGS. 2 and 5) and lock the carriage againstlongitudinal movement.

The upstanding side walls 92 and 94 of the rails B terminate inhorizontal inturned flanges 98 which overlie the bosses 76 of thecarriage. It will be noted that the upstanding portions 26 of thecarriage also have laterally outwardly extending bosses 100 generallysimilar to the bosses 76. The flanges 98 extend over the bosses 100 aswell as the bosses 76 to prevent the carriages from lifting out of therails.

In use, the vehicles to be transported are moved onto the deck A of thetransport from one end thereof to be supported in tandem thereon.Depending upon the location of the carriages C relative to theground-engaging wheels D of the vehicles after the latter are loaded,the respective carriages C may be moved lengthwise of the rails B topositions in spaced relation to the ground-engaging wheels D to enablethe tie-down chains 50 to be extended upwardly at the proper angles fortiedown purposes. During this time, the lock pins 18 are in theirretracted positions. When the carriages are properly located, the hooks56 at the free ends of the tie-down chains 50 may be connected tosuitable holes in the frames E of the vehicles, and the handles 82 maybe removed from the detent portions of the slots 84 to allow the coilsprings 86 to snap the locking pins 18 to their extended positionsthrough registering holes 96 in the rails B to lock the carriages C inadjusted positions. The stub shafts 12 may then be rotated by cranks(not shown) inserted in the polygonal slots 59 in the ratchet gears 14to tighten or tension the tie-down chains 50 to tie down the vehicles.The ratchet gears 14 are rotated counterclockwise in FIG. 2 duringtightening, and the ratchet pawls 16 prevent reverse rotation. The tab66 does not interfere with the ratcheting of gear 14, but prevents thegear 14 and shaft 12 from accidentally lifting up even when the pawlpasses over the gear teeth during the ratcheting operation.

In order to release a vehicle, the lock pins 18 are retracted to releasethem from the holes 96 in the rails, as by striking the projecting endsof the lock pins with a mallet, pennitting the carriages C to move in adirection to slacken the chains 50 and permit them to be released fromthe vehicle frames.

The carriages C have an overall vertical dimension which is reduced to aminimum so as to clear the vehicles being loaded and unloaded, eventhose vehicles with extremely low clearance.

When it is desired to remove or replace the chain 50, this can be doneby (I) manually retracting the pawl 16 to the dotdash position of FIG.2, (2) rotating the shaft 12 so that its lug 48 faces toward the end ofthe carriage having the bridge 29 to within approximately 30 of thecarriage center line, (3) tilting the shaft to the solid line positionof FIG. 6 and then (4) raising the tilted shaft to withdraw the shaftwith the chain attached through the upper bearing hole 40. The relievedand flared portion 44, 46 of the lower bearing 40 permits this tiltingof the shaft. The upper bearing hole 40 is of course large enough toallow the chain to pass through it when the shaft is withdrawn.

The enlarged and flared portion 44, 46 of the lower bearing 42 is on theside of the bearing opposite to the load bearing side. In other words,when the tie-down device is under load with the chain in tension, thearcuate side 43 of the bearing 42 is the only side under load. This loadbearing side is always the same, and relieving and flaring the oppositeside of the bearing 40 to enable the shaft to tilt does not affect theload capacity of the carriage.

FIG. 8 shows a modification in which the gear 14' is thicker than thegear 14 shown in FIG. 6, having a thickness equal to the combinedthickness of the gear 14 and boss 58 in FIG. 6. The gear 14' has noraised embossment. Its thickness approximates that ofthe pawl 16'.However, the tab 66' on the pawl is above the gear and pawl. The tab maybe formed integrally with the pawl or it may be a separate piecepermanently attached to the pawl. The tab overlies the gear when thepawl is engaged with the gear teeth, as seen in dotted lines in FIG. 8.When the pawl is retracted, the shaft 12 and gear 14' may be withdrawnor inserted by tilting to the solid line position. The gear 14 and pawl16' are otherwise like the gear 14 and pawl 16 previously described. Therest of the structure in FIG. 8 is like that in FIGS. 1-6, andcorresponding parts in FIG. 8 bear the same reference numbers.

What we claim as our invention is:

l. A carriage for use in a vehicle tie-down structure including alongitudinally extending rail adapted to be anchored lengthwise upon alongitudinally extending deck of a transport, said carriage beingadapted to be carried by and locked in longitudinally adjusted positionon said rail, said carriage having a frame, spaced upper and lowerbearings on said frame, a generally upright shaft mounted for rotationin said bearings and adapted to have a flexible element wound thereonbetween said bearings to engage and hold a vehicle, ratchet gear andpawl means for preventing rotation of said shaft in one direction, and alug on said shaft beneath said upper bearing to block upward axialwithdrawal of said shaft and separation thereof from said frame, saidlower bearing being relieved at one side so that said shaft may betilted enough to pennit said lug to clear said upper bearing, wherebysaid shaft while thus tilted may be withdrawn upwardly through saidupper bearing.

2. The carriage defined in claim 1, wherein said frame has guide meansfor said flexible element, said guide means being at the side of saidlower bearing opposite the relieved side thereof.

3. The carriage defined in claim 2, wherein said guide means includes atunnel at one end of said frame.

4. The carriage defined in claim 2, wherein said lower bearing isarcuate at the side opposite said relieved side, said relieved sidebeing enlarged relative to the are at said opposite side.

5. The carriage defined in claim 2, wherein said lower bearing isarcuate at the side opposite said relieved side, said relieved sidebeing upwardly flared.

6. The carriage defined in claim 2, wherein said lower bearing isarcuate at the side opposite said relieved side, said relieved sidebeing enlarged relative to the are at said opposite side and upwardlyflared.

7. The carriage defined in claim 6, wherein said ratchet and pawl meansincludes a gear fixed upon the upper end of said shaft above said upperbearing for rotation with said shaft, and a pawl pivotally mounted onsaid frame and engageable with the teeth of said gear to preventrotation thereof in one direction, said pawl having a tab overlying saidgear in the position of said pawl engaging the teeth of said gear toprevent accidental upward withdrawal of said shaft.

8. The carriage defined in claim 7, wherein said guide means includes atunnel at one end of said frame.

9. The carriage defined in claim I, wherein said lower bearing has anarcuate bearing surface of approximately in extent at the side thereofopposite said relieved side.

10. The carriage defined in claim 1, wherein said upper bearing is largeenough to accommodate said shaft and an attached flexible element whensaid shaft is tilted and withdrawn upwardly therethrough as aforesaid.

11. The carriage defined in claim 1, wherein said ratchet and pawl meansincludes a gear fixed upon the upper end of said shaft above said upperbearing for rotation with said shaft, and a pawl pivotally mounted onsaid frame and engageable with the teeth of said gear to preventrotation thereof in one direction, said pawl having a tab overlying saidgear when said pawl is engaged with said gear teeth and alsocontinuously during ratchetting when said pawl passes over said gearteeth to prevent accidental upward withdrawal of said shaft.

12. A carriage for use in a vehicle tie-down structure including alongitudinally extending rail adapted to be anchored len thwjse upon alongitudinal] extending deck of a transpor said carnage being adapte tobe carried by and locked in longitudinally adjusted position on saidrail, said carriage having a frame, spaced upper and lower bearings onsaid frame, a generally upright shaft mounted for rotation in saidbearings and adapted to have a flexible element wound thereon to engageand hold a vehicle, ratchet gear and pawl means for preventing rotationof said shaft in one direction, a lug on said shaft engageable beneath aportion of said frame surrounding one of said bearings to normally blockupward axial withdrawal of said shaft and separation thereof from saidframe, the other of said bearings being relieved at one side at least180 so that said shaft may be tilted enough to permit said lug to clearsaid portion of said frame, whereby said shaft while thus tilted may bewithdrawn upwardly through said upper bearing, and guide means on saidframe for said flexible element at the side of said other bearingopposite the relieved side thereof.

13. A carriage for use in a vehicle tie-down structure including alongitudinally extending rail adapted to be anchored lengthwise upon alongitudinally extending deck of a transport, said carriage beingadapted to be carried by and movable lengthwise of said rail, saidcarriage having a frame, a shaft mounted for rotation on said frame andadapted to have a flexible element wound thereon to engage and hold avehicle, ratchet gear and pawl means for preventing rotation of saidshaft in one direction, a transverse lock pin axially slidably mountedon said frame for movement between an extended position projectingthrough a selected opening in said rail to lock said carriage to saidrail in longitudinally adjusted position and a retracted positionwithdrawn from the latter opening, and an elongated handle projectingtransversely from said lock pin for moving the latter, and means forsecuring said handle to said lock pin comprising a collar on said handleengaging one side of said lock pin and an expanded inner end of saidhandle engaging the opposite side of said lock pin.

14. The carriage defined in claim 13, wherein said inner end of saidhandle is recessed to facilitate expansion thereof.

1. A carriage for use in a vehicle tie-down structure including alongitudinally extending rail adapted to be anchored lengthwise upon alongitudinally extending deck of a transport, said carriage beingadapted to be carried by and locked in longitudinally adjusted positionon said rail, said carriage having a frame, spaced upper and lowerbearings on said frame, a generally upright shaft mounted for rotationin said bearings and adapted to have a flexible element wound thereonbetween said bearings to engage and hold a vehicle, ratchet gear andpawl means for preventing rotation of said shaft in one direction, and alug on said shaft beneath said upper bearing to block upward axialwithdrawal of said shaft and separation thereof from said frame, saidlower bearing being relieved aT one side so that said shaft may betilted enough to permit said lug to clear said upper bearing, wherebysaid shaft while thus tilted may be withdrawn upwardly through saidupper bearing.
 2. The carriage defined in claim 1, wherein said framehas guide means for said flexible element, said guide means being at theside of said lower bearing opposite the relieved side thereof.
 3. Thecarriage defined in claim 2, wherein said guide means includes a tunnelat one end of said frame.
 4. The carriage defined in claim 2, whereinsaid lower bearing is arcuate at the side opposite said relieved side,said relieved side being enlarged relative to the arc at said oppositeside.
 5. The carriage defined in claim 2, wherein said lower bearing isarcuate at the side opposite said relieved side, said relieved sidebeing upwardly flared.
 6. The carriage defined in claim 2, wherein saidlower bearing is arcuate at the side opposite said relieved side, saidrelieved side being enlarged relative to the arc at said opposite sideand upwardly flared.
 7. The carriage defined in claim 6, wherein saidratchet and pawl means includes a gear fixed upon the upper end of saidshaft above said upper bearing for rotation with said shaft, and a pawlpivotally mounted on said frame and engageable with the teeth of saidgear to prevent rotation thereof in one direction, said pawl having atab overlying said gear in the position of said pawl engaging the teethof said gear to prevent accidental upward withdrawal of said shaft. 8.The carriage defined in claim 7, wherein said guide means includes atunnel at one end of said frame.
 9. The carriage defined in claim 1,wherein said lower bearing has an arcuate bearing surface ofapproximately 180* in extent at the side thereof opposite said relievedside.
 10. The carriage defined in claim 1, wherein said upper bearing islarge enough to accommodate said shaft and an attached flexible elementwhen said shaft is tilted and withdrawn upwardly therethrough asaforesaid.
 11. The carriage defined in claim 1, wherein said ratchet andpawl means includes a gear fixed upon the upper end of said shaft abovesaid upper bearing for rotation with said shaft, and a pawl pivotallymounted on said frame and engageable with the teeth of said gear toprevent rotation thereof in one direction, said pawl having a taboverlying said gear when said pawl is engaged with said gear teeth andalso continuously during ratchetting when said pawl passes over saidgear teeth to prevent accidental upward withdrawal of said shaft.
 12. Acarriage for use in a vehicle tie-down structure including alongitudinally extending rail adapted to be anchored lengthwise upon alongitudinally extending deck of a transport, said carriage beingadapted to be carried by and locked in longitudinally adjusted positionon said rail, said carriage having a frame, spaced upper and lowerbearings on said frame, a generally upright shaft mounted for rotationin said bearings and adapted to have a flexible element wound thereon toengage and hold a vehicle, ratchet gear and pawl means for preventingrotation of said shaft in one direction, a lug on said shaft engageablebeneath a portion of said frame surrounding one of said bearings tonormally block upward axial withdrawal of said shaft and separationthereof from said frame, the other of said bearings being relieved atone side at least 180* so that said shaft may be tilted enough to permitsaid lug to clear said portion of said frame, whereby said shaft whilethus tilted may be withdrawn upwardly through said upper bearing, andguide means on said frame for said flexible element at the side of saidother bearing opposite the relieved side thereof.
 13. A carriage for usein a vehicle tie-down structure including a longitudinally extendingrail adapted to be anchored lengthwise upon a longitudinally extendingdeck of a transport, said carriage being adapted to be carried by andmovable lengthwise of said rail, said carriage having a frame, a shaftmounted for rotation on said frame and adapted to have a flexibleelement wound thereon to engage and hold a vehicle, ratchet gear andpawl means for preventing rotation of said shaft in one direction, atransverse lock pin axially slidably mounted on said frame for movementbetween an extended position projecting through a selected opening insaid rail to lock said carriage to said rail in longitudinally adjustedposition and a retracted position withdrawn from the latter opening, andan elongated handle projecting transversely from said lock pin formoving the latter, and means for securing said handle to said lock pincomprising a collar on said handle engaging one side of said lock pinand an expanded inner end of said handle engaging the opposite side ofsaid lock pin.
 14. The carriage defined in claim 13, wherein said innerend of said handle is recessed to facilitate expansion thereof.